Fluid pressure brake



Jan. 1 1935. c. c; FARMER 1,986,468

FLUID PRESSURE BRAKE Filed May 8, 1931 IN VENTOR.

CLYDE C. FARMER A T TORNE Y.

Patented Jan; 1, 1935 i V Turns BATE-NT "Q F F -I: PRESSURE 1mm Clyde 0. Earni'i', Yiftsiihrgl i} i agasi'g fibi tt file We'sfiri'g mius'e Ai r Brake eeifinanyg wiliiiffiifi g;

Pa.-, wcorpoi-ation'of renfisylvariis; 11 v Applicatienmay s', resigsefii'i'nd; tes'lsasfv i 11-01mm; (c1: 363+3G'i Thisninventicn relates to fluid pressure brakes, ent c-f the st'bp 13 'bylthe; piston stem 12 and more particularly to an automatic fluid opposed;by theaction bfa ccir-springls; i pressure brake system inwhi'chpthe brakes are Contained in a chamber 16', in" the triple valve, applied;uponleffectinga reduction inhrakepipe': casing is'a ballval'vellywhichf is' urgediltdits 5; pressure and are released uponefiecting an" in? seatiby the' pressure of, 3i"COflgSPTiIIEQFI8-I .The 5 crease ini hrakepipe; .pressure. v .e brakepipe passagef 7'leads ztowthe-uhdeiisidefofv On trains; especially long-i trains there; is the? ball valve. li'liand :a ,passagenl9 leads from danger that excessive and damagingshocks may" the chamber; 16*to the seatrfo'rqgtlie :main' slide: bescausedwhen the brakes-vare applied, dueto valved-0;? The pressure of thef spring 18 isfs'uch1 thGtLfiaQt that the brakes are applied on the cars that the wbrakeipiperpressure mustb'e. increased 16" at the front end got. the train before they are apto: apredetermined amount above auxiliarysresrv plied: on the cars at thetrear endJof-A the train; 1 ervoir pressure; say for instance Lltofive. pounds, so ithatnthe trainuslach is permitteds to'run before-the balllvalvef 1-7; is1raised jromj its seatw" hahshly andhthus cause shocks, p Inchargingthe;equipmentgfiuidftunderpres: 1.5 -'lhe principal; object of-v mypinvention is to sure suppliedto the brake-"piped flcwsto athe" l5"- provide means whereby the brakes on the cars trlplevalve pistonchamber 6'of Ithetriple valve;

atithe headend oi thevtraintwill beapplied'with device on each car. On the carsiatjthehead; less-f powersthan the brakes on tthe" cars at the end-of a-train where the increase in; brake pipe rearend of; the train, so that the carsat: the pressu-re is rapidythetrjpleryalllfl pistonsfivandf, 20; frontvendvofithe trainstend to maintain the train associated sli'de valves -10 ,andllflzvil belshifted' 2 slack stretched out and.thusefiectively rprevent to their extrelne inner or retardedrelease posiiexcessive and damaging-shocks: due:to@t1rie-run=-:i tron against;the pppqsingpressure of the spring; ningv-iniqislackt i 1 pressed stops 13:, On the carsatjtherearhend;

'l hiscobject- I accomplishwbyimaintaining the: of the trairr where the increase in brake pipe; ,amgiliary-reservoirs Qmthe-cairsat the-head endr pressure isgslower, the tr ip 1 ej valve parts willt 5 of the train at a lower pressure than thosenort not bemovedjnwardly beyond full releaseposi-fl themars at -the rearendzof the train,:sc='that tion, as Show in the drawing- .1. kWh, s A whimi e ionu brakes visiefidte'd" =.W.ith heri e el epp rts inziu releasen the-brake cylinder pressure on'thea cars -at the sition, as shown in;thei drawing;fluid under 3a head end! of" the train willy-be lower than the pr ssure supp d td thehreke pipefiqw thr u h.

bralge cylinderl pressure: on the car's at the rear" the piheerhdpassage 7; to the piston chamber; end rthetrein-w e a r w i zar r f-tt e ett qj heauxil a y re e voir. .2 In the accompanying.- drawing, zthe: single fig-'1' threugh a feed passagelg aroundi thejpiston 5,

ure is a. diagrammatic view; mainly in section, valve qhamber: 8, ;ancl;paslsag e,;a d pipe ;,j M of a u s ra e embodying? With t e r leva ve part n retardedirelease, 35" my inventione 1 t i x in a a po it nnth pis n. mlose ttheieed passa lzw.

Theequipment may comprise 1a triple-valve 1 and a portfll injthe fainjslidefitllfi 1Q registers device 1, auxiliary reservoiw2, -brakecylwith the;passagedm; Now wherr'the brake pipe;

inder 3-and arbrake-pipe4.? ,7 v pressure, acting onfthe undelyysidelpfthegball, 49 The triple valvedev-icelmay compriseaeas valve -1?} is' sufficient toi overcome, the opposing 46 ingacontainingsavpistont 5; having achamberi 6" pressure ot-the: spring- 1 8,-;-the:ballfva1ve wi ll be at :one side connected qto the brake pipe through unseated; a d iluidaundenpxessure1willifiow from alpassage-and r-cpipe 7-and-having a chamber -8 the brake pi-pe; passage 'IntQ the auxiliary,- reser.= at ihe other side conneeted to-theauxi1iary res voi 2-rbyiway ot-passage 19;: port21.inthe main;- aerv'oir 2 through a passage and;pipe gr Conslidevalvelp valv e chamber '8 andipassag'e/andwifi" tamed-iwin the chamher 8 is-a-main slidevalve pipe- 9.- L;-Whemthe; auxiliaryrvreservoir is'iithusf 10 and a graduatingr slide va1ve-;1 1-,- both of" chargedtoa predetermined-pressure, say for:in:-v-" which valves are-adapted to be operated bythe stance to with-in-fivepounds of the normal brakej pistonr55through the medium of a-=sten1;;12. pipe; pressure 'the springv18 Qacts' to?"seat-the.*

v ,The-btrip'le valve deviceis of theqretarded ref-i bah valve-" 1%,? thus closing ioflr-therfurtheriflowi5G lease .typai and consequently is providedwitha of fluid fronfr thesibrake pipe; to theauxiliaryg retardedrelease stops-13, -whichis-adaptedtof; reservoir: {Therpres sure jofgfiuid in the pistcn engage the rear end of the piston' stem 12 and a chamber Geis-sufficient-"tornaintaihthepiston? isLalso adapted-t0 -engaga a glug rzli projecting-1 and" sl ide-valvesililyahd ull rrin' retarded rel'ease" rearwardlyirom.themain-slide valve 10. MOVE-g1 positionragainst:theicombinedpressure of that i fluid in the valve wardly to its extreme right hand or application position, first shifting the graduating slide valve 11 relative to the main slide valve'se as to close the port 21 in the main slide valve and uncover.

a service port 22 in the main slide valve and then shifts the main' slide valve to application position, in which fluid under pressure flows from the auxiliary reservoir to the brake cylinder through pipe and passage 9; valve chamber 8,

service'port 22 in the main slide valve 10 and a:

passage and pipe'23.,

. On the cars at the rearlend of the train where theauxiliaryreservoirs are charged to the normalbrake. pipe pressure, the brakes are applied with greater force than are the brakes on the cars at the'headend of the train Where the auxiliary reservoiri'pressure is lower than the normal'brakepipe pressure; When the application of the brakes is thus effected, the'cars at the front end of the train, where the braking forceis not sogreat as that on the cars at the rear end of the train, tend to maintain the train slack stretched out and thus eliminate or reduce to a minimum shock incident to the running in of the train slack.

To release the brakes, the bake pipe pressure is increased in the usual manner, which causes the triple valvedevices lat the head end of the train to-move t'o retarded release position and the triple valve devices 1 at the rear end of the train to moveto full release position. With the triple valve devices in these positions,

; theauxiliary reservoirs will be recharged with fluidunder pressurein the same manner as before described.

-'With the triple valve device 1 in full release position, fluid under pressure-is released from .the'brake cylinder 3 through-*pipe and passage 23,'a cavity 24 in the main slide valve" 10, a passage 25 and a choke plug 26. With the triple Valve devicein retarded release position, the

main valve 10 coversv the I passage 25 at theseat of the slide valve, so I that fluid-under pressure is released'from the brakeby'linderby w'ayof pipe andpassage 23, ca'vity24in the main slide valve 10,-a passage 27, a choke plug 28, passage 25- and choke plug 26I I It willbe noted that by holding back the chargingof the "auxiliary reservoirs on the cars at-the head end of the train until the brake pipepressure has been increased to a predetermined degree higher than. the pressure in said reservoirs, the brake pipe pressure will-be mor'er'apidly "increased toward the rear endof" the train than if thereservoirs at the head end of the train were supplied with fluid under pressure immediately: upon an" increase "brake pipe period .of" time required torele'ase the brakes.

From the foregoing" description" it'will 'be understoodthat I have provided a fluid pressure brake equipment which, when embodied in the pressure, whichres'ults in the shorteningof the ears of a train,;is operative upon the effecting Upon efiecting a-reduction in brakepipe, pressure, each triple valve piston 5 moves outof a reduction in brake pipe pressure, to effect an application of the brakes with greater force on the cars at the rear end of the train than on the cars at the head end of the train so as to prevent the harsh running in of the train slack.

While one illustrative embodiment of the invention has been described in detail, it is not my intention to limit itsscope to that embodiment or otherwise than by the terms of the ap- .;pended claims. Having now described my invention, what I claim as new and desire to secure by Letters Patent, is: a g I a 1. In afluid pressure brake equipment, the

moved to its retarded release position.

2. In a fluid pressure brake equipment, the

combination with abrake pipe, a brake cylinder and a'reservoir from which fluid under pressure is adapted to be supplied to the brake cylinder to. effect an application, of the brakes, of a brake controlling valvedevice operatedupon an increase in brake pipe pressure at a certain rate to establish communication through which said reservoir is fully charged with fluid under pressure and operated upon a more rapid increase in brake pipe pressure for establishing another communication through which fluid under pressure is supplied to said reservoir, and means for preventing said reservoir'from beingcharged to a pressure equal to the normal brake pipe pressure after the brake controlling valve device has been moved to establish said other communication; I I i 3. In a fluid pressure brake equipment, the combination with a brake pipe, a brake cylinder and a reservoir from which fluid under pressure is adapted to be supplied to the brake cylinder to effect an application of the brakes, of a brake controlling valve device operated upon an increase in brake pipe pressure at a certain rate to establish communication through which said reservoir is fully charged'with fluid under pressure and operated upon a more rapid increase in brake pipe. pressure for establishing another communication through which fluid under pressure is supplied to said reservoir, and means operative automatically for closing ofi the flow of fluid through the last mentioned communication to prevent said reservoir from being fully charged after the brake pressure to said reservoir,

a pressure equal to the normal. pressure after the brake controlling controlling valve de-- vice has been moved to establish'the last menl5- fcombination with a brake pipe, a brake cylinder and a reservoir from which fluid under pressure to effect an application of the brakes, of a brake controlling valve device operated upon; an in,-- crease in brake pipe pressure at a certain rate to establish communication through which said reservoir is fully charged with fluid under pressure from the brake pipe, and operated upon a more rapid increase inbrake pipe pressure for establishing another communication through,

which fluid under pressure is supplied from the brakepipe to saidv reservoir, and means for delaying'the supplying of fluid under pressure from the brake pipe to said reservoir through the last i mentioned communication until a predetermined increase and for limiting in brake pipepressure has been efiected communication until a subsequent application I of the brakes is initiated.

is adapted to be suppliedto the brake cylinder position its 6. In a fluid pressurebrake equipment, the combination with a brake pipe, a brake cylinder and a reservoir from which fluid under pressure to effect an application of the brakes, of a brake controlling valve device operated upon an increase in brake pipe pressure at a certain rate to establish communication through which said reservoir is fully chargedwith fluid under pressure and operated upon a more rapid increase in brake pipe pressure for establishing another communicationthrough which fluid under pressure is supplied to said reservoir, and means op,-

erative to close off the flow of fluid under pressure to said reservoir through the last mentioned communication when the reservoir is charged to a predetermined pressure, and means for preventing the pressure of fluid in the reservoir from being increased after the flow of fluidthrough the last mentioned communication is closed ofi. s '7. In a fluid pressure brake equipment, the combination with a brake pipe, a-brakecylinder and an auxiliary reservoir from which fluid under pressure is adapted to be supplied to the brake, cylinder to efiectanapplication of the brakes, of a brake controlling valve device operated upon a reduction in brake pipe pressure to supply fluidunder pressurefrom said reservoir tothe brake cylinder and operated' to one upon an increase in brake pipepressure at a certain rate to release fluid under, pressure from the brake cylinder and to supplyfluid un der pressure to said reservoir and operatedto another position upon an increase in brake pipe pressure at a more rapid rate to releasefluid under pressure from the brake cylinder and'to supply fluid under pressure tosaid reservoir, and means operative when the brake controlling valve device is in said other position for limiting the supply of fluid under pressure to said reservoir,

being maintained in the last mentioned position memes ipepr'essure {for ication "through u the supply of fluid to said reser voir through the last mentioned communication, :said brake controlling valve device being maintained in position to establish the last mentioned said brake controllingvalve device A zinja' uid rpressurebrake: equipment; the icornbinati'on wvith iaabralceipipe, 1 a brake cylinder viceoperated iupon reduction in 'brake "pipe pressure for supplying fluid under pressure'tfrom isaid reservoir toith'e brake cylinder and-operated "toone position 'iip'o'n aniincre'ase .inwbrake. lpipe pressure at ,acertain rate for releasing fluid under pressure from the brakecylinder and for supplying fluidunder pressure from the brake pipe to said reservoir and operated to another position upon an increase in brake pipe pressure at a more rapid rate for releasing fluid under pressure from the brake cylinder and for supplying fluid under pressure 'from the brake pipe to said reservoir, and a valve operative when the triple valve device is in said other position for limiting the supply of fluid under pressure to said reservoir, said triple valve device being maintained in the last mentioned position by fluid at brake pipe pressure until a subsequent application of the brakes is initiated.

9. In a fluid pressure brake equipment, the combination with a brake pipe, a brake cyline der and a reservoir from which fluid under pressure is adapted to be supplied to the brake cylinder to efiect an application of the brakes, of brake controlling valve means subject to the opposing pressures of the'brake pipe and said reservoir and operative upon a reduction in brake pipe pressure forsupplying fluid under pressure from the reservoir to the brake cylinder to effect, an application of the brakes and operative upon an increase in brake pipe pressure to either an outer release position or an inner'release position for releasing fluid under pressure from the brakecylinder and for supplying fluid underpressure to said reservoir,

meansopposing movement of the brake controlling valve means to said inner release position, and means operative in the inner release position of the brake controlling valve device for closing off the supply of fluid to said reservoir before the combined pressures of the opposing means and fluid in said reservoir exceeds the pressure of fluid in the brake pipe.

10. In a fluid pressure brake equipment, the combination with a brakepipe, a brake cylinder and'a reservoir'from which fluid under pressure is adapted to besupplied to the brake cylinder to effect an application of the brakes, of a brake controllingvalve device operated upon an increase inbrake pipe pressure at a certain rate to establish communication through which said reservoir; is fully charged with fluid under pressure from the brake pipe, and operated uplishing another communication through which fluid under pressure is suppliedfrom the brake pipe to said reservoir, yieldable means opposing movement of the brake controlling valve means to, establish, said other communication, and means for closing offfthe flow of fluid to the reservoir through said other communication be-- fore the combined pressures of the reservoir and yieldable means is suificient to move saidbrake controlling valve means to establish the first mentioned communication. s

11. In a,fluid pressure brake equipment, the combination with a brake pipe, a brake cylinder and a reservoir from which fluid under pressure is adapted to be supplied to the brake cylan increase in brake pipe pressure at a certain rateto establish communication through which said reservoir is full3 charged with fluid under 7 pressurefrom the brake, pipe, and operated upon :a more rapid increase in brake pipe pressure for closing said communication and for establishing another communication through which fluid uncinder to effect an application. of the brakes, of

:der pressure is'supplied from the brake pipe to a brake controlling valve device operated upon said reservoir, yieldable means opposing movement of the brake controlling valve means to establish said other communication, and means for closing ofi' the flow of fiuid tg said reservoir through said other communication before the combined pressures of the reservoir and said yieldable means exceeds brake pipe pressure. CLYDE C. FARMER. 

